Stop for locomotives.



W. GREENLE & C. ROHMAN.

STOP FOR LOCOMOTIVES.

APPLICATION FILED JUNE 25. 1913 RENEWED FEB. 23, l9l6.

1,178,800. Patented Apr. 11,1916.

THB COLUMBIA FLANDGRAPH (10.. WASHINGTON n c WILLIAM GREENLE AND CI IARLES BOHMAN, OF HAC'KENSAGK, NEW JERSEY.

STOP FOR LOCOMOTIVES.

Specification of L'etters Patent.

Patented Apr. 11, 191

Application filed June 25, 1913, Serial No. 775,773. Renewed February 23, 1916. Serial No. 80,094.

To all whom it may concern:

Be it known that we, WILLIAM GREENLE and CHARLES ROHMAN, citizens of the United States, residing at Hackensack, in the county of Bergen, State of New Jersey, have invented certain new and useful Improvements in Stops for Locomotives; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention is directed to automatic stops for locomotives, and has for its object to provide a device of this character so constructed that should the engineer ignore a danger signal displayed by a semaphore, the steam supply will be cut oif and the train brought to a stop.

With this and other objects in view, this invention resides in the novel features of construction, formation, combination and arrangement of parts to be hereinafter more fully described, claimed and illustrated in the accompanying, in which Figure 1 is a fragmentary side elevation of the locomotive, the same being equipped with the device. Fig. 2 is a front elevation of the same. Fig. 3 is a sectional view on line 33 of Fig. 1. Fig. 4 is a sectional view on line 44 of Fig. 1. Fig. 5 is a similar view on line 55 of Fig. 1. Fig. 6 is a similar view on line 6-6 of Fig. 1. Fig. 7 is a sectional view showing the specific means for moving that member which is adapted to engage a part carried by the engine, into and out of operative position.

Referring to the drawing, the numeral 1 designates a support which consists of a pair of spaced posts 2, the upper ends of which are connected by a bar 3, and upon which is mounted a standard 4: for supporting the semaphore arm 5.

Connected to the bar 3 and adjacent the standard 4: is a bell crank lever 6, the arm 6' of which is suitably connected to the lower end of the link 7, the upper end of which is connected. to the semaphore arm 5 so that when the same is shifted to display a signal the bell crank lever will be rocked, thus shifting the shaft 8 which has its inner end connected to the arm 9 of the bell crank lever. The outer end of the shaft is provided with a rack 10, which operates in the bracket 11. The rack 10 meshes with the pinion 12, which is supported by the bracket '11, said pinion having its bore 13 provided with threads 14 which engage the threaded end of the rod 15, which is disposed vertically'and has its lower end provided with an inclined plate 16, the purpose of which will appear later.

Extending into the cab .of the locomotive is a rock shaft 17, the inner end of which is provided with a pinion 18 which meshes with the rack 19 formed upon the upper end of the shaft 20, said shaft having also a rack 21 formed upon its lower end, the same meshing with a pinion 23 mounted in the bracket 24. The pinion 23 has its bore 25 provided with threads 26 which are engaged by the threaded end 27 of the rod 28, said rod extending from the cab into the boiler of the locomotive so that its outer end will stop at a point below the usual steam dome 29. I

Arranged within the dome is the usual steam supply pipe 30, which is equipped with the usual throttle valve 31. Connected to the pipe 30 and in advance of the valve 31 is a valve casing 32 in which operates a slide 33, to shut off the supply of steam when operated in one direction, and to permit steam to pass through said pipe when operated in another direction.

Connected to the slide or gate 33 is a stem 34 to which is slidably connected the arm 35 of the bell crank lever 36, the same being suitably pivoted, and has its arm 37 engaging the slot 38 formed in the outer ends of the rod 28.

Carried by the rock shaft 17 is an'arm 39, which is employed to reset the device after operation so that the throttle valve 31 can be used in the customary manner.

It will be understood that the rods 15 and 28 are provided with threads of extremely high pitch in order to obtain the maximum movement of the parts 16 and 35.

Connected to the outer end of the shaft 17, which extends slightly beyond one side of the cab is an arm 40 having rotatably supported upon its upper end a wheel ll which is adapted to contact with the inclined plate 16, thereby rocking the shaft 17 From the foregoing description it will be seen that when the semaphore arm 5 is shifted the shaft 8 will also be shifted, through the medium of the bell crank lever 6, thereby rotating the pinion 12 so that the rod 15 will be moved downwardly so as to position the plate 16 in the path of the wheel 41, which when contacting therewith will rock the arm 40, thereby shifting the shaft 20 which imparts rotary movement to the pinion 23, such movement causes the rod 28 to move inwardly so as to shut ofi the supply of steam to the supply pipe 30, thus bringing the locomotive to a stand still. The shaft 17 can be then rocked through the medium of the arm 39 to operate the slide 'or gate 33 so that the steam can be controlled bythe throttle valve 31.

What is claimed is In an automatic stop for locomotives, a bracket mounted upon the locomotive, a pinion supported by the bracket, a rod hav ing threaded engagement with the pinion, a slide valve connected to the usual steam supply pipe of the locomotive, means connecting said rod and valve for shutting off the supply of steam, a rock shaft carried by the locomotive and having a pinion carried by its inner end, a shaft, racks formed upon the upper and lower ends of said shaft and adapted to mesh with the first and second named pinions, and signal operated means adjacent the track and engaging said rock shaft to rotate the pinions for shifting the rod to cut off the supply of steam to the locomotive.

In testimony whereof we afliX our signatures, in the presence of two witnesses.

WILLIAM GREENLE. CHARLES ROHMAN. WVitnesses:

EDWARD BIoKER, J OI-IN MULDooN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G." 

